Forgotten Weapons
Published 8 Oct 2018https://www.forgottenweapons.com/brit…
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Signal flares were an important communications tool for aircraft during World War Two, and a multitude of flare pistol types exist with mounting brackets for aerial use. The introduction of pressurized fuselages made this a much more difficult proposition, however. These two flare pistols were designed by the British to maintain the pressurized seal of an aircraft body while still allowing firing and reloading through a pivoting mount and system of seals. I bet you haven’t seen something quite like these before!
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September 8, 2020
British Cabin Pressure Flare Pistols (Quite Unusual)
August 4, 2020
Sturmtruppen Firepower: The Artillery Luger
Forgotten Weapons
Published 4 Apr 2020https://www.instagram.com/rockislanda…
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This is lot #3569 in the upcoming RIA Premier Auction. It was scheduled for April, but has been postponed — check their web site for upcoming Online Only auctions every month, though!
The lP08 (Lange pistole 08) was formally adopted in 1913 to replace the Reichsrevolver for the field artillery. These were the German light artillery troops, who were specifically given a pistol caliber carbine to provide maximum firepower in a very compact package. They were made by the Erfurt Arsenal in 1914, and by DWM throughout the war, with a total of about 180,000 made.
What is most interesting to me is the evolution of the use of the “artillery Luger” throughout the course of World War One. Starting as simply a compact weapon for artillery, it was quickly recognized by aviators as an ideal weapon for aircraft before the mass introduction of aerial machine guns. The stock allowed more accurate fire, and the semiautomatic operation minimized the handling movements required to fire. More substantially, it was adopted by the German Sturmtruppen for maximizing the striking power of small and flexible units. It is for these men that the 32-round drum magazine was developed in 1916. This represents one of the very few formal military uses of a pistol-caliber semiautomatic carbine, as it was superseded by the advent of the submachine gun in 1918.
A few small batches were made in the 1920s and 1930s, but it would not see significant use in World War Two – leaving it a weapon specifically iconic to the Great War.
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July 29, 2020
America’s First Assault Rifle: Burton 1917 LMR
Forgotten Weapons
Published 4 Jul 2016http://www.patreon.com/ForgottenWeapons
https://centerofthewest.org/explore/f…America’s first assault rifle? Well, it does meet all the requirements — select-fire, intermediate cartridge, and shoulder-fired. It was never actually fielded, though.
The Burton Light Machine Rifle was developed during World War One, with the firing model completed in 1917. It was intended as an aircraft observer’s weapon for attacking balloons — a role which required incendiary ammunition. With this in mind, Winchester’s Frank Burton adapted the .351 WSL cartridge from his 1905 and 1907 self-loading rifles into the .345 WSL, with a spitzer bullet. He designed an open-bolt, select-fire shoulder rifle to fire it, which became known as the Light Machine Rifle.
Burton’s rifle was to be usable both in an aircraft where it could be fixed to a Scarff mount for a wide field of fire or used by an individual on the ground, fired from the shoulder. It weighed in at just about 10 pounds (4.5kg) and had a pistol grip and straight-line design to bring the recoil impulse directly into the shooter’s shoulder and minimize rise during automatic fire. The barrel was finned for better cooling, and infantry barrels were equipped with bayonet lugs.
The most distinctive elements of the design, of course, are the dual top-mounted magazines. Each one holds 20 rounds, and each has a pair of locking catches. One position locks the magazine into a feeding position, and the other holds it up above the cycling of the bolt. The idea here was to keep a second loaded magazine easily accessible for an aerial observer, so they could reload without having to find another magazine somewhere in the aircraft. Contrary to some speculation, there is no automatic transition between magazines. When one is empty, the shooter must pull it back to the second locking position (or out of the gun entirely) and then push the second magazine down into feeding position.
Despite Burton’s work — which was well ahead of its time — the LMR had been rendered obsolete for its primary role by the time it was ready. Synchronized, forward-mounted Vickers machine guns firing 11mm incendiary ammunition were being mounted on aircraft, and were more effective on balloons and airplanes than Burton’s weapon would have been. Only this single example was ever made, and it was not presented for infantry consideration as far as I can tell. It was lost for many years before being discovered in a Winchester building, and eventually ending up in the Cody Firearms Museum with the rest of the Winchester factory collection.
July 21, 2020
The Destruction of Convoy PQ17: Merchant Ships Left Defenceless
Historigraph
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July 3, 2020
“Nuclear Attack” – Atomic Bombings – Sabaton History 074 [Official]
Sabaton History
Published 2 Jul 2020At 0815 on 6 August 1945, the first atomic bomb, nicknamed “Little Boy”, was dropped out of the B-29 Enola Gay and descended towards the Japanese city of Hiroshima. 43 seconds later, the city was engulfed in a flashing bright light and a shockwave of unimaginable heat and deadly pressure. From the hypocenter of the resulting mushroom-cloud, a blue-green fireball burned and blinded the city and its inhabitants with unprecedented power. 140,000 people were killed in the first few moments. Tens of thousands would die from wounds and radiation. The age of atomic warfare had begun.
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Written by: Markus Linke and Indy Neidell
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Produced by: Pär Sundström, Astrid Deinhard and Spartacus Olsson
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Executive Producers: Pär Sundström, Joakim Broden, Tomas Sunmo, Indy Neidell, Astrid Deinhard, and Spartacus Olsson
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Maps by: Eastory – https://www.youtube.com/c/eastoryArchive by: Reuters/Screenocean https://www.screenocean.com
Music by Sabaton.Colorizations:
– Dememorabilia – https://www.instagram.com/dememorabilia/Sources:
– U.S. Department of Energy
– Bomb icon by P Thanga Vignesh from the Noun Project
– bockelsound from freesound.org
– Vilna Gaon State Jewish MuseumAn OnLion Entertainment GmbH and Raging Beaver Publishing AB co-Production.
© Raging Beaver Publishing AB, 2019 – all rights reserved.
From the comments:
Sabaton History
2 days agoAugust 6, 1945. On this fateful Monday morning our world changed forever.
Nuclear weapons were now a reality, destruction on a whole new level a possibility. International power dynamics, foreign politics and conflict handling would never be the same once this new kind of weapon of mass destruction had entered the scene. The threat of potentially world-ending nuclear war, the fear that the men in power would push “the red button”, would hang over people like a dark cloud from this day on. The Nuclear Age had begun.
If you’re interested in how politics developed during The Nuclear Age, you can explore that in the day-by-day coverage of The Cuban Missile Crisis over on TimeGhost History. The first introduction, “USA Starts the Atomic Arms Race”, is already up and you can watch it right here: https://youtu.be/zEXjoBe5ZdI
June 30, 2020
“The Squadrons Are Coming” – HMS Ark Royal aviation operations
Aircraft Games Movies
Published 1 Jul 2010In the Western Approaches, Ark Royal welcomes her air group back aboard, with the occasional hairy approach for newly qualified aviators.
This appears to be footage from episode 3 of Sailor, a BBC television series from 1976 about life aboard HMS Ark Royal.
The Wikipedia entry for HMS Ark Royal (R09) begins:
HMS Ark Royal (R09) was an Audacious-class aircraft carrier of the Royal Navy and, when she was decommissioned in 1979, was the Royal Navy’s last remaining conventional catapult and arrested-landing aircraft carrier. She was the first aircraft carrier to be equipped with angled flight deck at its commissioning; her sister ship, HMS Eagle, was the Royal Navy’s first angle-decked aircraft carrier after modification in 1954. Ark Royal was the only non-United States vessel to operate the McDonnell Douglas Phantom at sea.
[…]
While Ark Royal‘s career spanned 24 years from the time of her commissioning (her name was a household word), she spent as much time in refit; repair and reserve and modernisation as in commissioned service (12 years). It required a lot of effort from her engineers to keep her serviceable between yard periods. Ark Royal had been poorly preserved during its lengthy construction from 1942 to 1955, and much of its machinery was obsolete by its completion, including its dated DC electrics, supplemented later by some AC systems, resulting in a ship which experienced regular defects and mechanical failure. Eagle was a more reliable and well-built ship, and spent far more time at sea than her sister. The scrapping of Ark Royal in 1980, two years after Eagle, marked the end of conventional fixed-wing aircraft operations aboard Royal Navy carriers. She had borne so many innovations, yet her replacement was not equipped with any of these. There was some discussion about preserving her as a museum ship, and some private funds were raised; the MOD would not sanction these efforts.
June 21, 2020
Burma Victory (1945)
PeriscopeFilm
Published 31 May 2016Support Our Channel: https://www.patreon.com/PeriscopeFilm
Made in 1945, BURMA VICTORY is a British documentary about the Burma Campaign during World War Two. It was directed by Roy Boulting. The introduction to the film outlines the geography and climate of Burma, and the extent of the Japanese conquests. The film then describes the establishment of the South East Asian Command (SEAC) under Mountbatten, “a born innovator and firm believer in the unorthodox”, and gives a comparatively detailed account of subsequent military events, including the Battle of Imphal-Kohima and Slim’s drive on Mandalay, Arakan landings, the northern offensive of the Americans and Chinese under Stilwell, and the roles played by Chindits and Merrill’s Marauders. The film ends with the capture of Rangoon and the Japanese surrender. The film focuses on the difficulties of climate, terrain, the endemic diseases of dysentery, malaria, etc., the vital role of air supplies, the shattering of the myth of Japanese invincibility and the secondary role of the Burma campaign in overall Allied strategy.
This film represents a British look at the campaign and was the pet project of Admiral Lord Louis Mountbatten, Supreme Allied Commander, South-East Asia, and he planned it as a joint Anglo-American production. But this scheme foundered over the inability of the U.S. leadership and British to agree on the main theme of the film. The British wanted it to concentrate on the drive southwards to liberate Burma. The Americans, anxious not to be seen to be participating in the restoration of the British Empire, wanted to emphasize the heroic building of the Ledo Road and the drive northwards to relieve the Chinese. In the end the two sides went their separate ways. The Americans produced the Ronald Reagan narrated film The Stilwell Road and the British made Burma Victory. It was the final production of the Army Film and Photographic Unit (AFPU) and was directed, like Desert Victory (1943), by Roy Boulting. Not released until after the war was over, it was hailed and promoted as “the real Burma film”.
The Burma Campaign in the South-East Asian theatre of World War II was fought primarily between the forces of the British Empire and China, with support from the United States, against the forces of the Empire of Japan, Thailand, and the Indian National Army. British Empire forces peaked at around 1,000,000 land, naval and air forces, and were drawn primarily from British India, with British Army forces (equivalent to 8 regular infantry divisions and 6 tank regiments), 100,000 East and West African colonial troops, and smaller numbers of land and air forces from several other Dominions and Colonies. The Burmese Independence Army was trained by the Japanese and spearheaded the initial attacks against British Empire forces.
The campaign had a number of notable features. The geographical characteristics of the region meant that factors like weather, disease and terrain had a major effect on operations. The lack of transport infrastructure placed an emphasis on military engineering and air transport to move and supply troops, and evacuate wounded. The campaign was also politically complex, with the British, the United States and the Chinese all having different strategic priorities.
South East Asia Command (SEAC) was the body set up to be in overall charge of Allied operations in the South-East Asian Theatre during World War II. Admiral Lord Louis Mountbatten served as Supreme Allied Commander of the South East Asia Command from October 1943 through the disbandment of SEAC in 1946.
This film is part of the Periscope Film LLC archive, one of the largest historic military, transportation, and aviation stock footage collections in the USA. Entirely film backed, this material is available for licensing in 24p HD and 2k. For more information visit http://www.PeriscopeFilm.com
May 15, 2020
The Largest Aircraft Ever Built By Britain: The Bristol Brabazon
Mustard
Published 23 Jun 2018With a wingspan greater than a Boeing 747, the Bristol Brabazon was the largest aircraft ever built by Britain. More a flying oceanliner than plane, it featured sleeping cabins, a dining room, a cocktail bar and lounge, and even a 23-seat movie theater.
The Brabazon was also fitted with cutting edge innovations. A fully pressurized, air conditioned cabin. Electric engine controls, and high-pressure hydraulics to operate its massive control surfaces. Its enormous wing housed more than 16 thousand gallons of fuel, and eight of the most powerful piston engines available. While the first Brabazon used piston engines, later Brabazons were to use turboprop engines that were being developed by Bristol.
The Bristol Brabazon would have true transatlantic capability. Able to fly non-stop from London to New York against prevailing eastern winds. In the 1940s, this would have been quite the feat. Transatlantic flights were almost always done in stages to allow for refueling.
Despite introducing new innovations, many of which influenced the future of aviation, the Brabazon’s driving philosophy was outdated. The Brabazon’s mission was to compete with ocean liners for ultra-wealthy passengers. But this lumbering, super-sized airliner would have been introduced with airlines for 1950s, right when the first jet airliners, like the De Havilland Comet, were taking to the skies. Aircraft like the Dash 80, which would become the 707, were also just around the corner, and would bring a transatlantic crossing down to as little as 7 hours.
After a massive design and development effort, Britain found itself stuck with a plane nobody actually wanted, designed for an era that no longer existed.The program was cancelled and the Brabazon, and its half finished turboprop successor were sold for their weight in scrap.
#BristolBrabazon #BritishAviation #WhiteElephant #Airplanes
For an authoritative resource on the Bristol Brabazon visit:
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April 10, 2020
A French Air Force Rafale-B flight that could have ended even worse for all concerned
I’m guessing from what is revealed in this report, the Armée de l’air will be far more reluctant to allow unqualified individuals to get into their fighter aircraft in future:
An elderly and reluctant Frenchman was ejected from a French Air Force fighter during a retirement day jolly – and narrowly missed taking the pilot with him, an investigation report littered with unintentional howlers has revealed.
The unnamed 64-year-old was éjecté from the two-seat Rafale-B in March from a height of 2,500ft in March last year after grabbing his ejection seat handle to steady himself, France’s BEA-E aviation investigator concluded.
Although the BEA’s full report is in French [PDF], aviation news website Aerotime Hub translated and summarised its contents, revealing the full comedy of errors triggered by a group of enthusiastic colleagues hoping to give their workmate a send-off to remember.
[…] a mechanic gave them both a cursory check, strapped a Go-Pro to an approved bulkhead mounting point so the hapless passenger’s gurning would be preserved for all time, and nodded to the pilot to close the transparent cockpit canopies.
Things got worse when the pilot took off from northeastern France’s Saint-Dizier Robinson airbase. Rather than the gentle ascent at 10°-15° that airline passengers experience, the Frenchman at the Rafale’s controls carried out a typical fighter jet departure and “climbed at 47°, generating a load factor of around +4G. Then, as he levelled off, he subjected his passenger to a negative load factor of about -0.6G”.
Forces exerted by Britain’s most G-force-intensive roller coaster, Alton Towers’ Rita, max out at +4.7G – or four times the normal force of gravity.
Our pensioner, loose in his straps, not really wanting to be there and totally unused to being flung around like a rag doll, reached out to grab something and hang on for dear life. He picked the worst possible handhold: the trigger handle for the ejection seat. After the customary loud bang and whoosh he ceased to be part of the jet’s payload, with the force of the ejection tearing his unsecured helmet and mask from his face.
The Rafale-B’s command ejection system is meant to fire both seats if one of the crew pulls the handle. A very confused pilot, however, was still sitting in his newly canopy-free Rafale wondering what the hell had just happened. He returned to land, conscious all the time that the seat could fire at any moment without warning. Luckily, it didn’t go off.
April 3, 2020
Taffy Holden, the Accidental Lightning Pilot
The History Guy: History Deserves to Be Remembered
Published 24 Sep 2018In the United Kingdom in 1966, an RAF ground crewman conducting an electrical test suddenly finds himself airborne. Taffy Holden, the accidental Lightning pilot, deserves to be remembered.
The History Guy uses media that are in the public domain. As photographs of actual events are sometimes not available, photographs of similar objects and events are used for illustration.
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The History Guy: History Deserves to Be Remembered is the place to find short snippets of forgotten history from five to fifteen minutes long. If you like history too, this is the channel for you.
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teespring.com/stores/the-history-guyThe episode is intended for educational purposes. All events are portrayed in historical context.
#history #aviation #thehistoryguy
The English Electric Ligthning F1 had another, rather more dramatic appearance on the front page of the Daily Mirror in October 1962:
Whilst carrying out a demonstration flight, there was a fire in the aircraft’s reheat zone. Un-burnt fuel in the rear fuselage had been ignited by a small crack in the jet pipe and had weakened the tailplane actuator anchorage. This weakened the tailplane control system which failed with the aircraft at 100 feet on final approach. The aircraft pitched up violently just as Aird was coming up to land. Aird lost control of the aircraft and ejected.
Luckily, because the nose pitched up he had just enough time to eject.
The tractor in the photograph was a Fordson Super Major. If you look closely at the grill, you’ll see it reads D H Goblin, as in the de Havilland Goblin jet engine.
The tractor driver was 15-year-old Mick Sutterby, who spent that summer working on the airfield. He wasn’t posing for the camera. In fact, he was telling the photographer, Jim Mead, to move on, because he shouldn’t be there.
Mead saw the plane coming in and the nose pitch up. Then Aird ejected and Mead says he had just enough time to line up the shot as the Lightning came down nose first.
Meanwhile, George Aird landed on a greenhouse and fell through the roof, breaking both legs as he landed unconscious on the ground. The water from the sprinkler system for the tomatoes woke him. He’s reported to have said that his first thought was that he must be in heaven.
The photographs taken that day first went to the Ministry of Aviation. Once they were released, Mead sold them to the Daily Mirror.
February 19, 2020
Great Blunders of WWII: The Scattering of Convoy PQ17
Anthony Coleman
Published 4 Nov 2016From the History Channel DVD series Great Blunders of WWII.
This is of interest for many reasons, but particularly because my late father-in-law served in the Royal Navy on the Arctic convoys and spent a full winter in the Soviet Union when his convoy couldn’t return before the ice closed the convoy route.
February 2, 2020
Boeing and the kitchen sink
In the Continental Telegraph, Tim Worstall looks at the mess the new Boeing management has inherited and what they may need to do to be seen to be fixing it:
Which brings us to another piece of stock market wisdom, about trying to catch a falling knife. A dangerous occupation and the reference is to trying to call the bottom on some stock that has just had a disaster. At some point, surely, the tumble in price will stop and there will be a bounce. Well, yes, or perhaps maybe, for we must not forget that that proper bottom is that end of life – the bankruptcy – price of nothing. For everything that isn’t about to go bust then yes, there’s a price at which buying in the face of everyone else’s panic can be highly profitable. The question being, well, what is about to go bust? Toys R Us did, after all. Actually, so have quite a lot of retailers just recently. There was no above zero price at which it was sensible to buy in.
So, some stock crashes in price, should we buy in? After all, there is that phenomenon known as the dead cat bounce – anything will bounce at least once if you drop it from high enough. The question becomes one of, well, is this crash a result of something that can be reversed, or perhaps something that’s not going to be terminal for the organisation? Or is this just the start of that realisation process that the organisation is coming to the end of its life and going to that final resting place of a zero dollar valuation?
[…]
So, Boeing and the 737 Max. The changes in airframe had the unfortunate consequence of diving a couple of the planes into the ground. We’ve had a drip of stories about how the development process wasn’t all we would wish it to be. The FAA isn’t going to let it back up into the air until the summer at earliest. The Dreamliner seems to be having demand problems and, well, things aren’t looking good.
But is this the start of some spiral to zero? No, don’t be daft. Partly because the American government simply would not allow that. Boeing’s too much part of the backdrop of the US economy for that to be left to happen. The military business is also of significant value whatever happens to the civil aviation side. And of course the numbers we’re talking about here could be painful to stock holders – they are already in part of course – but at the very worst we’re looking at some tens of billions of problem here. That’s just not enough to drive a company Boeing’s size down to zero. Not in this decade at least, given that the only reasonable competition is Airbus. Global duopolies don’t end that way.
So, at this point there’s an argument to say that trying to catch that falling knife of the Boeing stock price might be worthwhile. So, when might that be? At which point another idea, kitchen sinking. This is when a new management team decides to make themselves look good by declaring how bad things had got under the previous one. Absolutely anything and everything that looks like, it might even smell of a problem in the future is taken out and declared. Provisions are made for this problem on this contract, for that problem that might occur over there, add a bit more and then heck, why not, double it! This has, assuming the company survives this balance sheet massacre, the obvious effect of making the new management team look good over the years. Not just because everything starts from this new low place. But also because many of those provisions – those over-provisions – won’t be needed and can be written back from reserves into the P&L.
January 19, 2020
January 12, 2020
The shoot-down of Flight 752
Colby Cosh discusses the destruction of Ukraine International 752 in the historical context of the Vincennes incident (later on Friday, the Iranian official position appears to have shifted to accepting responsibility for an accidental missile launch):
It has become fairly obvious, whatever the Iranian authorities may say now or later, that Ukraine International Airlines Flight 752 was shot down after departing Tehran. This was, in truth, overwhelmingly probable the moment the news broke, but there was still widespread shock and disbelief on Thursday when several Western heads of government announced signal-intelligence evidence of a missile strike. There are still “How could such a thing happen?” reactions pouring forth — mostly from people who are old enough, in theory, to recall the USS Vincennes accidentally shooting down an Iran Air Airbus A300 in 1988.
I say “in theory,” but the truth is that popular memory of the Vincennes incident has been much diminished — outside Iran — by later events in the region. This must qualify as one of the good Lord’s most sadistic jests. The United States wasn’t officially at war with anyone in the region at the moment when its best-trained sailors, equipped with scorchingly new and uncannily powerful missile and battlespace-mapping technology, blew up a commercial airliner full of religious pilgrims.
The Navy was in the Gulf not to fight or oppose anybody in particular, but to protect neutral shipping from the Iran-Iraq War. Up to the time of the accident, it was Iraq that demonstrably presented the greater danger to American warships. Ronald Reagan was still president. The First Gulf War wouldn’t kick off until 1990.
In other words: we forgot. The memory of Vincennes was overwritten by a generation of Middle East conflict, like an old computer file.
Which leaves a paradox. Liberals who regard recent U.S. history as one enormous, indistinguishable mass of bloodthirsty actions don’t seem especially aware of one of the most horrifying tactical blunders in American military history. What’s one jet plane more or less in the black ledger of imperialism? Conservatives, meanwhile, are racing to accuse Iran of “murder” in the case of Flight 752.
Blunders can be worse than crimes, according to one of the most famous of all military maxims. But if one points out that Iran’s “murder” of innocents is starting to look like a nightmarish replay of Vincennes, one risks being accused of postulating “moral equivalence” between the United States and Iran.
January 4, 2020
The Rise and Fall of the Japanese Zero
Real Engineering
Published 31 Aug 2018Patreon:
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References:
[1] https://www.thoughtco.com/world-war-i…
[2] http://rwebs.net/avhistory/history/ze…
[3] http://aboutjapan.japansociety.org/im…
[4] https://www.history.com/news/the-akut…
[5] https://www.japanpowered.com/history/…
[6] https://www.warbirdforum.com/sakai.htmCredits:
Narrator/Director: Brian McManus
Co-Director: Mike Ridolfi (https://www.moboxgraphics.com/)
3D Animations: Eli Prenten (http://eliprenten.com/)
Research: Stephanie Sammann (https://www.stephanie-sammann.com/)
Sound: Graham Haerther (https://haerther.net/)